Booster brake mechanism



Sept. 2, 1958 E. G. HILL ET AL 2,849,864 4 BOOSTER BRAKE MECHANISM Filed Jan. 30, 1956 5 Sheets-Sheet 1 FIG l0 vAcuu M J. G. INGRES z g 74 Il,

BY y Z l AWORNEY 3 Sheets-Sheet 3 Filed Jan. 30, 1956 0 m w n Mm m 4 .m w 7 f.V Il m m H 4 w v n www O mw W l l w. n a w w Q 0 mnn 4 8 INVENTOR 5 E. G. HILL J. c. mem-:s BY 34 ATTORNEY lUnited. Statesv Patent t() BOOSTER BRAKE MECHANISM Application January 30, 1956, Serial No. 562,066 Y Claims. (Cl. 60--54.6)` Y This invention relates to a booster brake mechanism and is an improvement over the structurek shown in the copending application of Jeannot G. Ingres, Serial No. 540,240, filed October 13, 1955. Y j

The copending application referred to above shows a novel booster brake mechanism wherein 'operation of the brake pedal energizes the booster motor by operating the valve mechanism thereof. @It lis highly desirable in an apparatus of this character Vto provide the pedal with initial softness," but it is also desirable that pedal operation be resisted and that the resistance progressively increase. The structure of the copending Aapplication provides elastic fluid reaction meanswhich` comes rinto operation upon intial motor energization to provide initially slight and progressively increasing elastic uid rreaction against movement of the brake pedal. l

In the copending application the elastic yuid reaction means is provided by a diaphragmonly ;the inner. portion of which provides the initial pedal reactionluntil predetermined booster motor energization has been ybuilt up, whereupon outer portions of the diaphragm rcome into operation to increase 'thel pedal reaction.l The reaction means referred to provides reaction forces against the pedal which progressively increase until full motor energization is effected. Prior to such point, however, the apparatus functions to transmit `to the brake vpedal direct hydraulic reactions in the brake system in proportion to the degree of lbrake application. These hydraulic'reactions are added to the elastic uid reactions provided by the diaphragm means. As a result, the total reaction starts to increase relatively rapidly from'the point where thek brake shoes initially contact with the drums.

An important object of the present invention is to provide a mechanism which is an improvement over the structure of my copending application in that it provides -means automatically counteracting .part of theelastic uid.' reaction when the mechanism starts to apply hydraulicjre.- action forces to the brake pedal, thus reducing pedal reactions from such point onv in the application of the brakes, and consequently preventing a relatively sharp increase in the total reactionforccs afterinitial brake application takes place. 1

A further object is to providesuch an apparatus wherein elastic iluid operated means is connected to be responsive to the fluid pressure booster motor to apply elastic fluid reactions to thevbrake pedal during initial brake operation and wherein the elastic fluid reaction increases with motor energization, and to provide means which automatically comes into operation after the booster motor is energized to a predetermined extent, and preferably at the point of initial engagement of the brake shoes with the drums, for counteracting a part of the elastic fluid reaction applied to the brake pedal whereby the reaction curve progressively increases from initial operation of the brake pedal to the full application of the brakes. j

A further object is to provide such an apparatus wherein a pedal operable master cylinder displaces fluid Y 2,849,864 Patented Sept.

lCC

l? into the booster mechanism and operates the valve mechanism for the booster motor, and wherein such displacement of huid is resisted upon booster/motor energization by pressure responsive means o nlya portion of which is operative during initial motor energization and other portions of which come into play during later stages of booster motor operation, andkto provide in conjunction therewith a uid pressure responsive means dependent upon booster motor energization to be'movablle in a direction opposite to the direction of movement of the reaction applying means whereby, after predeter# mined booster motor energization has-taken place, the reaction applying meansis neutralized ror overcome vto a predetermined extent to greatly smooth out the 'reaction curve, which otherwise would "rise quite rapidly upon the beginning of the application the brake pedal.

Other objects and advantages ofthe invention will become apparent during the course of the following description. j L

In the drawings we have shown one embodimentof the invention. In this showing:

Figure 1 is an axial sectional view through a booster motor mechanism, parts being broken away and parts being diagrammatically shown;

Figure 2 is an enlarged sectional view on lineV 2--2 of Figure 1 showing the parts in their normall o i positions; Figure 3 is a similar view showing the positions-of the parts upon intial motor energization; l "1 Figure 4 is a similar view showing the parts in the positions they will occupy upon lfurther motor energization when the reaction applying means is fully operative; v

Figure 5 is a similar view showing the positions of the parts in a later operation of the booster motor in which the reaction forces are partiallyneutralized; and

Figure 6 is a detail axial sectional view throughthe may be of any iluid pressure responsive type' and is shown in the present instance as having a piston 14 reciprocable in the cylinder 11 and connected to a piston rod 15 movable to the right in Figure 1 when the motor is energized. The piston 14 is shown in'its normal 'olf position in Figure 1. The piston divides the cylinder v11 to form a variable pressure chamber 16 and a constant pressure chamber 17 the latter of which, in the present instance, is in constant communication wth a source of vacuum (not shown) through'a duct'18. v f A preferably die cast body 20 is arranged adjacent the head 12 and is provided with an annular flange 21 bolted as at 22 to the cylinder head 12. A nut 23 is threaded into the adjacent end of the body 20 and surrounds the piston rod 15. A collar 24 is fixed relative to the head 12 and flanges 21 and cooperates with the bodyv20- to vform a recess receiving an annular seal 25 Vsurrounding the nut 23. A piston return spring 26 engages at one end against the piston 14 and at its other end against the head 12, surrounding the collar 24.

A cylindrical extension 30, preferably integral with the body 20, extends axially from the motor and is provided with a bore 31 capped at one end as at 32 to form a hydraulic chamber 33. A plunger 35 is slidable in the bore 31 and is provided with a double-lipped sealing cup 36. The plunger 35 has a bore 37 in which is arranged a spring 38 engaging and tending tor-seat aball valve 39 to thus tend to close a port 40 (Figures 1-5, inclusive) communicating between the bore 37 and the of hydraulic reactions to l left-hand end of the bore 31. The latter portion of the bore 31 `forms an inlet chamber 41 for a purpose tobe described.

An integral enlargement 45 is formed on the body 20. In one side of such enlargement is formed a passage 46 communicating at one end withthe chamber, 41 'and provided'at its' outer end with a conventional bleedv plug which forms no part of the present inventionandmneed n-otbe described. v-

A bearing 2 is mounted in the left-hand Aend ofthe body 20 and is provided with a seal. 53 vthe inner .lip of which slidably surr'ounds the piston' rod 15. The bearing 52 axially guides the piston rod 15. A second b'earing54 surrounds the pist-on rod 15. Such bearing -floats laterally inthe nut. 23 Vand is' sealed as`at55 with respectpto the piston rod 15.

`The plunger` ,35, extends to the left of the port 40 .(Figures ,1 and 6) yand is provided with an axial recess 65'- diam-etrically 'slotted as at 66. The left-handV extremity 67 `of the plunger seats against a washer 68 (Figure 1 held inpositio'n' by the bearing 52. Opposite sides of the slotted portion of the plunger are provided with alined openings 69.' Within the slot 66 is arranged a flat :substantially U-shaped member 75 having the extremities of its arms normally seating against the washer '68. Thememberjt) has an axial extension v'71 projecting through the port 40 and uns'eating the ball39 when the parts -are inythe oit positionsshown in Figure 1. The right-hand end of ,the piston rod extends into the plunger recess 65 within the arms or the member70, and a transverse pin 73 extends through the yopenings 69 and through the--pistonrod 15 to connect these elements 'to each other.

Y, An annular enlargement `75 is formed on the .body 20 and has its axis arranged above and perpendicular'to the axis of tthebore' 31.' The enlargement 75 (Figures 2-5, inclusive); has formed therein a vacuum chamber 76 in'f1xed communication through a line 77 with a suitable source of vacuum. The body is further provided witli'a small chamber 78 into which projects'one end'offa nut 79 threaded into the body 20. The chamber 78 is providedwitha vent passage 61 having at its upperv end' a conventional bleed plug forming no part of the present invention.

Thev chamber 78 communicates through a passage 84 i with acham'be'r 85, in which is arranged a conventional residualpressure valve 86 v(Figures 2 5, inclusive). i The chamberSS communicates through a line87 with a conventional master' cylinder 88 ,having the usual piston (not shown) operableby alpedal .89 to displace iluid into the chamber #85; `When-pressure in such chamber v'attains a suihcient force, thegresidual Vpressure valve 86 opens for the ow of iiuid through a port. 92 into the 'chamber 41. Theport 92 is'shown' in dotted lines in VFigure'l Slightly offset tio the left of the ball Vvalve 39, and it will be noted that this'port is back of an annular ilange 93 formed on the Iplunger'la and against which'the seal seats. Master cylinder uid,"accordingly, feeds into th'e chamber'41 when the residual pressurei valve 86 is opened.

A bore 96 in ,the nut 79 slidably receives a sealed plunger 9,7 one end ofwhich has a reduced stem 98engageable with the end wall of the chamber '78' to limit movement of the plunger 97 toward the 'left in Figure i2; It willbe apparent that master cylindenfluid iiowing throughpassage 84 moves the plunger 97 toward' the right away from its normal position shown 'in Figure 2.

The annular enlargement 75 (Figures 2 5, inclusive) has secured thereto a housing member'lti; Between the members 75 and 100 is clamped the peripheral' portion of a diaphragm101. Intermediate its radial extremities, the diaphragm is Vclamped between a pair of plates'102`and 103'the former of which terminates in an inner annular flange 104 for a purpose to'be described. The plate 102 is engagedby one end of a spring 105 to be urged tothe "against the member or body 75. nvided Vtherein `*with the vacuum .chamber 76, previously fright in Figure 2, the yotherI end of the spring seating The member is prodescribed, and the diaphragm 101 divides the chamber 76 from a control chamber 106 formed in the housing member 100.

A tubular member 107 is slidable in a bearing 108 formed integral with the housing member and projecting inwardly from the center of such housing, as shown. The 'tubular member 107 is loosely slidable in thewbearing 153 to provide substantial leakage around the tiibular member 107'between the control chamber 106 and an axial 'chamber 110 formed in the housing member V100. Thetubular member 107 is provided inten mediate its ends'with an annular flange 111 for a purpose to be described.

The peripherally inner portion of the diaphragm 101 is clamped between plates 112 one -of which normally engages the inner face of the iiange 104 when the parts are in the normal 'off' positions' shown `in Figure 2` The 'plates 112' areiix'e'd tov the 'tubular member 107 by a hollow' 'aperture/d cap 113, the apertures in such cap affording constant communication between the vacuum 'chamber'76'an'd the'int-en'or 'ofthe tubular member 107. The head -of the" cap 113 'is engaged with the inner end of the 'stern ot" the plunger 97 whereby movement of the latter transmits movement to thel tubular member under conditions to be described.

An auxiliary diaphragm 115 is arranged in the housing "member 100andis" secured at its outer periphery t'o the'housinglmember 100 'by a clamping plate 116. This plate-normally 'engages the plate103 to-limit movementftherelof'toward' the'right in Figure 2, it being apparentthatth'e stop'plate i116` isfxed to the housing member 100. Y "I`The"in-n"e'r periphery of the diaphragm 115 is fixed in positionbetween 4a plate 117Vand a flange 118, such liange forming :a partof a collar 119 slidably surrounding the 'bearing y.108'in' sealed relation thereto. 'The annular flange 11'1 is' axially movable within the collar 119, and such collar is' provided with an linternal flange 120, normally contacting the Vflange 111 when the parts are in theroi positionsshown in Figure V2. The anges 111 and 120.1imit relative movement' in one direction between the tubularA member 107 and collar. 119 for a purpose to .be described.

:The diaphragm. 115 divides the chamber 106 from a supplemental lvacuum chamber 124 in which is arranged a spring '125 urging the inner portion of the diaphragm 115I and the collar 119 towardjthe left as viewed in Figure 1. Movement in such direction of the. collar 119 is limited by engagement of the plate 117 with the plate 116 as sh-own 'in Figure 2. A passage 126 aiords constant' communication between the chambers 76 and 124, and accordingly .it will be apparent that vacuum is always'present in the latter chamber.

In its outer face, the housing member 100 is provided with a recess 13,0,forming a controlled pressure chamber, capped as at 131 and-communicating through `a line 132 (Figures 145, inclusive) with the 'motor chamber 16. In the chamber is arranged a lever 134 the center of which loosely supports a'v'acuum valve 135 having a stern 1'3`6"'proj`ecting through the lever, the valve 135 being resliently'urg'ed inwardly b'yas/prin'g 137.

One endof'the lever 137 is provided against the inner faceth'ere'of' with 'a resilient disk valve 140 en'gageable with a seat' 141 controlling communication between the chamber 130 and' an air pipe 142, preferablyconnected to a'ir cleaner (not 'shown)." 'A spring 143 urges the valve tb closedpositio'n and isslightly oset upwardly, as viewed'in FigureZ, Ifrom the'axis ofthe valve lsea`t"`141. Theend of the lever 134 opposite the'aii' valveY 140 is'provided' with .a resilient disk 146' engage- 'able against anannular seat 147, this arrangement being provided to assisytin squaring the position of the lever l34 in the oi positions of the parts shown in Figure l ,o assist in proper closing of the air valve 140.

An adjusting screw 150 is threaded in the cap 131 )referably in axial alinement with the seat 147. This icrew limits movement to the right in Figure 2 of the adjacent end of the lever 134 for a reas-on which will be- :ome apparent.

Obviously, hydraulic pressure in the chamber 33 is utilized for .applying the vehicle brakes. To this end, hydraulic lines 154 extend from the chamber 33 t-o the vehicle wheel cylinders 155 to apply the vehicle brakes.

Operation The parts normally occupy the positions shown in Figures l and 2. When the brakes .are to be operated, the driver depresses the pedal 89 to displace liuid through line 87 (Figure 2) into the chamber 85. Initially,v the residual pressure valve 86 remains closed. However, there is no resistance to the ow of Huid through the passage 84 into the chamber 78 except for the slight frictional resistance to movement of the plunger 97 and tubular member 107. Accordingly, .a soft initial movement of the brake pedal takes place, and fluid owing into the plunger cylinder 96 moves the plunger 97 and tubular member 107 to the right from the position shown in Figure 2. f

The right-hand end of the tubular member 107 ('Figure 2) engages against the vacuum valve 135, thus disconnecting the chamber 110 from communication with the source of vacuum through the tubular member 107 and chamber 76. Slight further movement of the tubular member 107 imparts movement to the lever 134 and the 6 the cap 113. Of course, air will start to ow into the motor 10 before the lever 134, at the upper end thereof as-.viewed in Figure 3, engages the adjusting screw 150. Even when such contact is made, the ilow of air is still limited, and this operation is important since it prevents the rapid dumping of air into the motor chamber 16 (Figure l) which, in many prior constructions, results inthe booster motor piston jumping away from its normal action of the biasing spring 143 tends to hold on its seat the air valve 140. A s a lresult, the lever 134 is moved angularly ,as suggested in Figure 3 to crack the port 141 at the upper side thereof, thus providing limited communication between the air pipe 142 and the chamber 130.

The closing of the vacuum valve, of course, disconnects the chamber 130 from the source of vacuum, and upon the crackingfof the air` valve, air flows into the chamber 130, thence through pipe 132 (Figures 1 and 3) into the motor chamber 16 to begin the energization of the motor 10. The piston 14 will start to move to the right and the pin 73 kwill impart movement to the plunger 35 to move it in the same direction. Slight initial movement of this plunger frees the biasing spring 38 (Figure l) so that it seats the ball valve 39 to disconnect the chambers 33 and 41. From this point on, movement of the plunger 35 builds up hydraulic pressure in the chamber 33 to displace fluid into the wheel cylinders.

The admission of air into the chamber 130 (Figure 3) results in the `seepage of air around the tubular member 107 into the chamber4 106, it being recalled that a relatively loose t is provided between the member 107 and bearing 108 to prov-ide for this action. As soon as air pressure is admitted into the chamber 130, therefore, air also will be admitted into the chamber 106 to create diterential pressures on opposite sides of the diaphragm 101. Upon initial energization of the motor 10, the pressure in the chamber 106 is not suflcient to overcome the spring 105 and, accordingly, the ring 103 (Figure 3) will yremain in contact with the plate 116. However, difierential pressures affecting the central portion `of the diaphragm 101 will transmit a force to the tubular member 107 to resist movement thereof toward the right. The uid pressure affecting the central portion of the diaphragm 101, of course, increases as motor energization increases, and accordingly lalmost immediately upon initial energization of the motor 10, elastic uid pressure reaction will be transmitted to the master cylinder 88 against the pedal 89, as is highly desirable.

The parts in the initial stage of operation just referred to will occupy the positions lshown in Figure 3, the ring '103 being-in contact with the plate 116 and the radially inner edge of the plate 102 being free of the ange on ofI position and too rapidly building up pressure in the chamber 33. y

Vln normal brake operations, while the lever 134 is still in the position shown in Figures 3 and 4, air pressure will be built up in the chamber 106 to a sufficient extent to overcome the spring 105, whereupon the outer por- Vtion of the diaphragm will be moved to the left, as shown in Figure 4, to engage the flange 104 with the head of the cap 113. From this point on, the full area of the diaphragm 101v Willbeutilized for opposing movement of the tubular member 107 and hence movement of the plunger 97, resulting in a still further progressive building up of reaction pressures tending to oppose movement of the pedal 89. .This provision of progressively increasing elastic fluid pressure reactions is important since it very greatly improves the feel in the brake pedal 89.

In the copending application referred to, the structure provides an operation similar to that described up to this point. In the copending application, however, the full area of the reaction diaphragm is effective throughout all of the remainder of the brake application to provide increasing reaction against the brake pedal. vThis progressive increase in reaction continues even after the brake shoes engage the drums. The latter operation results in a very rapid rise in pressure in the chamber 33 (Figure l) and the total reaction pressures from this point on increase very rapidly. Under such conditions, the total reaction pressures, that is, the total fluid reactions added together, become disproportionate to the actual hydraulic pressures being delivered to the wheel cylinders.

The present construction operates to minimize the elastic uid pressure reactions starting from the point where hydraulic reactions increase incidental to engagement of the brake shoes with the drums. It will be noted that in the operation of the apparatus up to this point, the spring 125 (Figures 2, 3 and 4) has been suiciently strong to maintain contact between the ring 117 and plate 116, and the ilange 111 will have been moving to theright away from the flange 120. Approximately at the point where hydraulic reaction begins to increase, pressure in the chamber 106 overcomes the loading of the spring 125 and the diaphragm and collar 119 move to the right to engage the ange 120 against the flange 111, as shown in Figure 5.

The elastic lluid reaction provided by the diaphragm 101 acts to the left in Figures 2-5, inclusive, while uid pressures aecting the diaphragm 115 act toward the right. The diaphragm 115 thereby provides a force tending to counteract reaction pressures transmitted from the diaphragm 101 and associated elements to the plunger 97. The area of the diaphragm 115 being smaller than that of the diaphragm 101, the total counteracting forces of the diaphragm 115 will always be less than the reaction forces transmitted to the brake pedal by operation of the diaphragm 101.

From the foregoing it will be apparent that the twostage operation of the diaphragm 101 provides progressively increasing reactions against the brake pedal in accordance with the progressive increasing of the pressure in the motor chamber 16. However, when the brake shoes engage the drums of the wheels, there will be a rapid increase in pressure in the chamber 33, and at this point, the diaphragm 115 comes into operation as shown in Figure 5 to oppose the action of the diaphragm'll, thus preventing this` diaphragm from continuing `the application of progressively greater reactions against the brake pedal during the remainder of the brake application.

This operation prevents a rapid rise in the reaction curve beyond the point Where the brakeshoes engage the drums. The reaction curve, accordingly,isveryl greatly smoothed out and from the point where initial brakeishoe engagement takes placev to the point of ,complete ,brake application the reaction against Vthe brake ,pedal .89'is substantially proportionate to the degree of' brake application. The features of the apparatus, accordingly, are such that an extremely smooth operation isY provided, completely free of lumpiness in pedal operation.y i

At a predetermined point in the initial operation of the apparatus, pressure in the chamber 85 v(Figures 2-5, inclusive) will reach'a point where the residual pressure valve 86 will open. Assuming thatfthis'pressur'e 'is not reached in the chamberSS previous :tothe closing of the ball valve 39 `(Figure l), movement of the plunger 35 toward the right will ,reduce ,pressure in the lchamber 41, thus creating on Vopposite sides of the residual pressure valve 86`the differential pressures necessary to open such valve. Accordingly, ymaster cylinder uid will enter the chamber 41 and pedal 'generated pressures will assist the piston 14 in generating brake applying pressures in the chamber 33. i

When the brake pedal is released, the piston 14 will be returned to normal position by the spring 26 and `by the return spring for the plunger 35. Just prior to the point where the plunger 35 reaches its fully off position, the member 719' will engage the Washer 68I Slight further movement of the plunger 35 causes the projection 71 to unseatl the ball 39 to connect chambers 33 and 41.

The releasing of `the brake pedal, of course, Vreleases pressure in the -chamber 78 (Figure 2), and the spring 143 will return the lever 134 to its normal off position. The spring 143 exerts a force against the tubular member 107 to assist in moving this member and associated elements back to normal off position. Suction provided in the chamber 78 by movement of the brake pedal to the fully ott position retracts the plunger 97 and tubular member 107 to the fully oft positions shown in Figure 2. When such position Vis reached, air will be exhausted from the chamber 106 through the play around the tubular member 107, thus balancing pressures in the chambers 76, 106 and 124. The spring 105 will then move the diaphragm 101 back to its normal position with the ring 103l engaging the plate 116. The spring 125 returns the collar 119 to its normal position with the ring 117 engaging theplate 116 'as lshown in Figure 2.' The opening of the yvacuum'valve135 again connects the motor chamber 16 to the sourceof vacuum to vacuum suspend the motor 10.

l't is to be understood that the form of the invention shown and described is to be taken as a preferred example of the same and that various changes in the shape, size and arrangement of the parts may be made as do not depart from the spirit of the invention or the scope of the appended claims.

We claim:

l. A hydraulic pressure generating mechanism comprising a cylinder, a plunger slidable in said cylinder and dividing it to form a pair of chambers one of which is a hydraulic chamber having an outlet for the performance of Work by'hydraulic pressure developed therein, a differential fluid pressure motor having a pressure responsive unit connected lto said plunger to move it toward `said one chamber, pedal operated fluid displacing means connected to supply hydraulic tluid to said other chamber to assist said motor in moving said plunger, a valve mechanism connected to said motor and operative for connecting the latter to a source of relatively high pressure to operate said motor, hydraulically operable meansconnected to said valve mechanism to operate it and connected to said pedal operable mechanism to be operable by uid displaced therefrom, elastic fluid pressure operable means connected to be operated by pressures equal to the differential pressures insaid motor and connected to oppose displacement of hydraulic uid by said peda operable mechanism Ito transmit reaction thereto, an( control means yexposed to opposing pressures equal tt differential pressures in said motor to oppose reaction generated bysaid elastic fluid pressure operable mean after predetermined differential pressures have been gen erated inv said motor.' l

y2. A mechanism according to claim 1 wherein sai( `control means comprises a iluid pressure responsive de vice connected'to be subject to opposing pressures equa to the differential pressures in said motor and arranger to act in opposition to Asaid elastic uid pressure operable means.

3. A mechanism according vto claim l wherein saic elastic fluid kpressure operable means has mechanical connection with said hydraulically operable means to opposf movement thereof from a normal ofI position upon energization of said motor, said control means comprising z tlnid pressure reaction device having mechanical connection'with said hydraulically operable means and exposed to lopposing pressures equal to the differential pressures in said motor kto become operative to act in opposition to said elastic fluid pressure l operable means after said motor has become ,energized ,to a predetermined extent. 4.".A Amechanisrrl according vto claim l wherein said elastic liuid'pressure operable'means has mechanical connection with said hydraulically operable means to oppose movement thereof from a normal olf positionV upon energigat'ion of said motor, said control means comprising a id pressure reaction device having mechanical connec- Itiori with said hydraulicallyroperable means, and spring meansl connectedft'o oppose yoperation of said control means during initial energization 'of said motor whereby said control means becomesoperative only upon the generation lof predetermined 4opposing pressures equal to the differential pressures'in said motor. 55A hydraulic pressureY generating mechanism comprising a cylinder, a pressure generatingplunger slidable in said cylinder and dividing ,it'to form a high pressure and a lowV pressure "chamber, a uid pressure motor having a pressure responsive funit connected Vto said plunger andoperable to move the latter toward said high pressure chamber, pedal operable hydraulic uid displacing means connected to said low pressure chamber, a normally inoperative valve mechanism connected to said motor and connected to be operable to establish opposing diteren'- tial pressures therein lto move said plunger, valve operating `means''comprisingfa hydraulic plunger connected to ksaid lvalvemecha'risrn and connected to be operated by hydraulic uid displacedbyfsaid pedal operable means, elastic fluid pressure responsive means connected to be subject topr'essures equal to the differential pressures in said motor and having a portion connected to said valve operating means to'o'ppose movement of the latter from a normal oi position upon initial energization of said motor, spring means connected to bias another portion of said elastic fluid pressure responsibe means to a normal olf position and arranged to be overcome by pressures equal to the differential Vpressures in said motor when the latter reach a predetermined point to increase the Vdegree of opposition to vmovenieiit of lsaid valve operating means from its normal oposition, and control means connected to be subject 'to opposingpressures equal to the differential pressuresin said motor to opposeforces applied to said valve operating means when said differential pressures in said motor reach a point higher than said predetermined dilerential point.

`6.'A mechanism" according to claim 5 wherein said control means'comprises'aupressure responsive device connected to saidfvalve operating nreans'and having opposite sidesconn'ected to be rsubject'to opposing pressures equal to said ldifferential"pr'es'sures aecting said motor, and a spring biasing said pressure responsive device to a normal position to prevent the transmission of forces to said valve operating means until said opposing pressures the diterential pressures in said motor reach aid point loint. y

7. A booster brake mechanism comprising a cylinder, t pressure generating plunger slidable therein and dividng said cylinder to form a pair of chambers one of which s connected to the vehicle wheel cylinders, a uid presa e motor having a pressure responsive unit connected o said plunger to move it into said one chamber, a pedal )perable master cylinder connected to the other of said shambers, a valve mechanism connected to control comnunication between said motor and a source of pressure ential pressures to oppose movement of said valve operating means from a normal oi position, phragm having one side open to the chamber of said pair which communicates with said motor, the other side of said second diaphragm being connected to be subjected to said opposing pressures equal to the pressures in said source, means for limiting movement of said second diaphragm to a normal off position, said second diaphragm literent from the atmosphereA and normally balancing pressures in said motor, valve operating means connected to operate said valve mechanism to connect said motor to said source, said valve operating means comprising a hydraulic cylinder and a hydraulically operated plunger therein connected to be operated by hydraulic fluid displaced from said master cylinder, a diaphragm having duid chambers at opposite sides thereof one of which is connected to said source and the other of which is connected to said motor, said diaphragm being connected to said valve operating means whereby, when diterent pressures are established on opposite sides of said diaphragm the latter will oppose movement of said valve operating means from a normal olf position, and a second diaphragm connected to said valve operating means and having pressure chambers on opposite sides thereof connected to said source and to said motor but oppositely with respect to the connection of the chambers on opposite sides of said first-named diaphragm with said source and with said motor whereby said second diaphragm will act in opposition to said first-named diaphragm, and spring means opposing movement of said second diaphragm whereby the latter becomes eiective for opposing the action of the first-named diaphragm after said second diaphragm has become subject to opposing predetermined pressures equal to differential pressures established in said motor.

8. A mechanism according to claim 7 wherein said rstnamed diaphragm has its inner periphery directly connected to said Valve operating means, a biasing spring tending to hold radially outer portions of said rst-named diaphragm in normal positions whereby the inner portion of said first-named diaphragm will become effective to oppose movement of said valve operating means immediately upon energization of said motor and the outer portions of said first-named diaphragm become similarly effective after higher diierential pressures are developed in said motor, said spring means for holding said second diaphragm in normal position rendering said second diaphragm ineffective for opposing movement of said valve operating means until after the outer portions of said firstnamed diaphragm become eiective.

9. A booster brake mechanism comprising a cylinder, a pressure generating plunger therein dividing said cylinder to form high and low pressure chambers, a pedal operable master cylinder connected to supply hydraulic fluid to said low pressure chamber, a diierential pressure motor having a pressure responsive unit connected to said plunger, a normally inoperative valve mechanism connected to balance pressures in said motor and connected to be movable to connect said motor to a source of pressure different from the atmosphere, means for operating said valve mechanism comprising an interconnected plunger and sleeve the former of which is connected to be operated by fluid displaced from said master cylinder to operate said valve mechanism, a diaphragm having a pair of chambers at opposite sides thereof one of which is connected to said source and the other of which communicates with said motor to be subjected to opposing pressures therein, said diaphragm having mechanical connection with said sleeve whereby, when differential pressures are present in said motor, said diaphragm will he subjected to such said opposing pressures equal to the differhaving lost motion connection with said sleeve, and means connected to bias said second diaphragm to its normal o position whereby, after said opposing pressures equal to the predetermined differential pressure has been built up in said motor, said biasing means will be overcome and said second diaphragm will take up said4 lost motion connection to apply a force to said sleeve in a direction opposite to the force applied thereto by said first-named diaphragm.

l0. A mechanism according to claim 9 wherein said lost motio-n connection comprises a collar carried by said second diaphragm and provided with an internal flange, said sleeve having an external ange lying adjacent said first-mentioned flange and movable 'therefrom upon movement of said valve operating means to operate said valve mechanism, said anges coming into contact when said second diaphragm is moved incident to the building-up of said opposing pressures equal to said predetermined differential pressures in said motor.

ll. A mechanism according to claim 9 provided with a housing in which said diaphragms are arranged, said housing having a control chamber communicating with said motor and into which said sleeve projects to engage and operate said valve mechanism, said housing having a bearing in which said sleeve is loosely slidable to connect to said control chamber the chamber of said pair which is subject to said opposing pressures equal to the differential pressures in said motor.

l2. A mechanism according to claim 9 provided with a housing in which said diaphragms are arranged, said housing having a control chamber communicating with said motor and into which said sleeve projects to engage and operate said valve mechanism, said housing having a bearing in which said sleeve is loosely slidable to connect to said control chamber the chamber of said pair which is subject to said opposing pressures equal to the diiferential pressures in said motor, a collar secured to the inner periphery of said second diaphragm, said lost motion connection comprising an internal ange on said collar, and an external ange on said sleeve engageable with said internal flange upon movement of said collar with said second diaphragm when said opposing pressures equal to the differential pressures in said motor reach said predetermined point.

13. A booster brake mechanism comprising a cylinder, a pressure generating plunger therein dividing said cylinder to form high and low pressure chambers, a pedal operable master cylinder connected to supply hydraulic 'Huid to said low pressure chamber, a differential pressure motor having a pressure responsive unit connected to said plunger, a normally inoperative valve mechanism connected to balance pressures in said motor and connected to be movable to connect said motor to a source of pressure different from the atmosphere, means for operating said valve mechanism comprising an interconnected plunger and sleeve the former of which is connected to be operated by fluid displaced from said master cylinder to operate said valve mechanism, a housing, a pair of diaphragms in said housing fixed at their outer peripheries thereto and dividing the interior of said housing to form an intermediate chamber connected to cornmunicate with said motor and remote chambers at the remote faces of said diaphragms, said remote chambers being connected to said source whereby, when diierential pressures are-present in said motor, opposing pressures equal to the differential pressures in said intermediate chamber will exert forces tending to move said diaa second diaphragms away from each other, one of said diaphragms being connected at its inner periphery `to said sleeve, a plate secured to radiall'youterportions of said yone diaphragm, said sleeves having a shoulder normallyV spaced from said plate to be engagedv thereby solely when said outer portions of said diaphragm are Vmoved in response to pressures in said intermediate chamber, a spring engaging between said housing and said plate to urge ,the latter to a normal off position, a lost motion connection between the other of said diaphragms and said sleeve, and a spring heavier than said rst-named spring biasing said .other diaphragm to a normal oil position whereby, when pressure in Said intermediate chamber reaches a point higher than necessary to engage said plate with said shoulder, said lost motion connection will be taken up and said other diaphragm will oppose forces transmitted to said sleeve by said one diaphragm. t

14. A mechanism according to claim 13 wherein said housing is provided with a control chamber into which said sleeve projects, and a bearing carried by said hout ing and through .which said sleeve vloosely projectsrto Ncorr municate between saidrcontroll chamber and said intel mediate chamber. j i

15. A .lnchanisrrlA @Werding ,19 `.Claim -13 Where sai musing is provided with a Control Chamber into Whic said sleeve projects, and a bearing carried by ysaid l1 oi1 s ing and through which Vsaid sleeve loosely lpiojectsfn commnnicatebetween said control chamber and Isaid in termediate chamber, a collar carried by said lother Vda phragm and slidable on said bearing in sealed rrelatioi thereto, said lost motion connection comprisinginter engaging shoulders on said collar and said sleeve.

References Cited in the le of this patent UNITED STATES PATENTS' 2,260,490 steizer c s oct. 21s,.194r1 

